Automatic air brake release valve



Aug. 15, s BQGUT 1 AUTOMATIC AIR BRAKE RELEASE VALVE Filed March 31- 1930 'UNTTEDeSTA patented Aug. 15, 1933.

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- My invention relates to an automatic air brake release valve for use in connection with standard 1 air brake equipment as used on railway freight and passenger cars; 'The standard air brake systems on the cars of a train are controlled from the locomotive, but when the cars are switched,

on a siding and'the brakes are applied,'the.locomotive and interconnecting air hose are disconnected and the three-way valve of the standard air brake is in a position to hold compressed air can only be opened by the manual actuation of an ironrod connected to said valve and extending on each side of the car. I My invention eliminates the necessity for the brakeman togo from one car to another and open the to release the brakes. I i v v Y An important object ofmy. invention is the provision. of an automatic release valve for air brake systems which will obviate theynecessity of manually opening the air release valve on each car when the cars are not connected to a locomo- 'tive. 1 v

A further important object of this invention is .the provision of a compact and practical selfactuating mechanism in' the compressed air circuit of a-standard air brake system which will automatically releasejthe brakes on the carby openingv the release valve .to release the brake actuating xpistonfrom locking position.-

' A further important object of my invention is thev provision of an airvalve and mechanism}. to operate the same which isadapted to be held in closed position when the air circuit in the train line is unobstructed, and which mechanism will operate automaticallywhen they air pressure is reducedand broken in the train lineto open a valve to release the compressedair from .the aux- -iliary reservoir. 11i.

Other and further important objects" of this invention will be apparent "from the disclosures in the specification and the accompanying drawing,

This invention (in a preferred form) ,is illustrated in the drawing and hereinafter more fully described. I On the drawing:

Fig; 1 is a side elevational view of my automatic portion terminating in a circumferential flange 3 which hasapertures (not shown) for the reair outlet valve *wnnr;

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imam. u '1 -ception of bolts 8. HA circularhousing v5- having l an annular flange 6 corresponding in size to I 'fiange a secured a flexible rubber diaphragm 4.firmlyrbetween flanges 6 and-3 by means of bolts 8' passing thru apertures in said flanges .and; said. dia-. phragmp The diaphragm 4 is preferably'convex onits cylinder side for a purpose which will appear hereinafter.

Anopening 27 extends from within the housing 5 thru nozzle 7 which is normally connected .tolthe main train airline and circuit, thesource and also having a threadedwnozzle -7 v of which is a standard airpump onthe locomo -tive.' In opposite sides of the frame 1 andin the same plane are holes 9 rand-l0 in which a rod 11 is adapted to slide; Said rod' ll carries a head 12 which fits in the cylinder 2 and has a concave face adjacent the convex sidev of the rubberdiaphragmil. Projecting downwardly from the lower porstud 13 which is adapted to be connectedto the air reservoir of a standard air brake unit, said stud forming an outlet thru passageway '14 'ex' tending therethrui and thru a portion of frame 1.

formed-integral with the: frame 1 as shown; A shaft 16 is adapted to slide in an aperture "in the frame" 1 and has one end. protrudingoutside said-frame 1 about which'is a coil spring 17 heldinposition by a. cap' 18. 'The other end tion of the frame 1 1s an externally threaded .85 and terminating inthe center of a bushing 15' ofshaft 16'is bored out for the reception of one arm of a'valve 19, the opposite leg of which is adapted to slide in the bushing'15. Valve 19 is circular in shape and has-an annular concave surface adapted to hold ayrubber seating 1 vertical slot 22 in its upper side. A lever 23 havingholes ateach end-has its'lower end pivoted to ear; 21 by means of pin 24 which'is held in .place' by a cotter pin or the like.

The lever 23 passes thrua slot in shaft 16, thru a slot 26in htained while'the train isvin' motion. Like air pressure is maintained in" housing 5, which presses againstelastic'diaphragm 4 and holds piston 12 in dotted line position shown in Fig. 2 therebyfirmlyiholding' valve 19' closed.

This position of piston" 12 and valve 19 [is maintained when the brake system is in operation due to the air pressure in housing 5, valve 19 being closed to prevent outflow from the auxiliary reservoir. g

When a car is cut out of the train, the trainman sets the cut-out cocks usually provided inv the air braking system between the train line and the triple valve so that, if the brakes have been released, the air pressure willbe maintained so that the brakes will not be applied. However, .due to the unavoidable air leakage in the cut-out cock, the brakes will be applied by the pressure in the auxiliary reservoir and maintained in braking engagement as long as the pressure is maintained in the auxiliary air reseryou.

Where the pressure in the train line is reduced the spring will open valve 19 and retract piston 12 to the position shown in Fig. 2, thereby bleeding the auxiliary reservoir to reduce the pressure in the latter and release the brakes, thereby eliminating the necessity for the trainman to remain at the car during the bleeding operation.

Where air is admitted to the train line and into housing 5, the diaphragm 4. and pistonl2 is immediately forced to the right to quickly close 'valve '19, after which normal braking ai'r pressure will be maintained in the air auxiliary reservoir for use as hereinbefore described.

When it is desired to move the cars, it'is only necessary to open the valve of the main train line on the end car of the train which action will release all air from said train line and from.

housing 5, whereupon the action of coil spring 17 will cause piston 12 and lever 23 to move to When said air is released the piston and turn to normal released position.

It will be apparent from the foregoing that my device eliminates the necessity of manual release of the compressed air from the auxiliary reservoir of each car when it .is desired to release .the brakes frombrake-locking position, and the brakeman is saved the time and effort of walking from car to car to make such release.

I As soon as the locomotive is coupled to the car or cars, the train line is refilled from the air compressor and tank on the locomotive whereupon valve 19 is again closed and the auxiliary reservoir recharged to normal train pipe pressure.

-I am aware that many changes may be made and numerous details of construction may. be varied through a wide range without departing from the principles of this invention, and I therefore do not purpose limiting the patent granted 7 60" hereon otherwise than necessitated by the prior art.

Iclaim as my invention:

1. A device of the class described comprising a frame having a passageway therethrough normally connected to the auxiliary reservoir of an air brake equipment; a valve in said passageway;

a lever pivoted on said frame and adapted when moved to open or close said valve; a bell-shaped member integral with said frame; a rod slidable in said frame and terminating in an enlarged head portion with n said bell-shaped member; a

flexible diaphragm secured over the opening of fect movement of said rod and closing of said valve.

2. A device of the class described comprising a frame having a passage therethrough connected to the auxiliary reservoir of an air braking equip ment; a bleeder valve in the outlet of said passage; an outwardly extending member formed in: tegral with said frame; a flexible diaphragm secured on said member; a rod slidably mounted in a frame having a passageway therethrough nor mally connected to the auxiliary reservoir of air bake equipment; a valve in said passageway; a lever pivoted on saidiframe and'adapted when moved to open or close said valve abell shaped member integral with said frame; a rod slidable in said frame and terminating in an enlarged head portion within said bell shaped member, and means adapated to holdsaid valve in openposition when air pressure on both sides of said' diaphragm is equal.

4. A device of the class described comprising a frame having an air passageway therethrdug'n normallycommunicating with the auxiliary reservoir of an air brake equipment; a valve in said.

passageway; a mounting member formed integral with said frame; a flexible diaphragm having its periphery secured to said member; an air chamber housing secured over said diaphragm and communicating with a source of compressed air; a rod slidably mounted in said frame with one end adjacent said diaphragm, and means on said' frame adapted to transmit movement of said rod to close said valve.

5. A device of the class described comprisinga frame having an air passageway therethrough normally communicating with the auxiliary reservoir of an air brake equipment; a valve in said passageway; a mounting member'formedim tegral with said frame; a flexible diaphragm having its periphery secured to said member; an air chamber housing secured over said diaphragm;

and communicating with a source of compressed air; a rod slidably mounted in said frame having one end adjacent said diaphragm; a shaft slidable in said frame and engaging said valve; a

lever pivoted on said frame and engaging said rod and saidshaft to effect closing of said valve, and means'to hold said valve and connected parts in open position when the air pressure onopposite sides of said diaphragm are equal.

.6. A device of the class descibed comprising a frame having an outlet port adapted to' be connected to the auxiliary reservoirof an air brake equipment, said frame having a bell shaped portion; a bleeder valve in said outlet port; fa head slidable in the bell shaped portion of said frame;

a rod integral with said piston and slidably mounted in said frame; means actuable by said rod'to open and close said valve; a flexible diaphragm secured over said bell shaped frame portion; a housing secured on the outer side of said diaphragm and connected to a compressed'air source, the admission of air thereinto being adapted to actuate said rod to close said valve.

STANLEY BoGU'r. 

